High tonnage ultra light mining truck with a greater load efficiency for off-road applications that comprises a lightweight power and traction system, a steering system and a lateral suspension and tipping system for the lightweight curved dump

ABSTRACT

The present invention refers to a high tonnage ultra light mining truck with a greater load efficiency for off-road applications that, in addition to the body, comprises a lightweight curved dump body and a knuckle joined lightweight power and traction system, a steering system, and a lateral suspension and tipping system for the lightweight curved dump body. The truck of the present invention has a payload capacity up to three times greater than that of similar trucks of the prior art.

RELATED APPLICATIONS

This application is a divisional of U.S. patent application Ser. No.11/004,621, filed on Dec. 3, 2004, which claims priority from ChileanPatent Application No. 1868-2004, filed Jul. 23, 2004. Thespecifications of these applications and patent are incorporated byreference in their entireties.

FIELD OF THE INVENTION

The present invention refers to a high tonnage ultra light mining truckwith a greater load efficiency for off-road applications that, inaddition to the body, comprises a lightweight curved dump body and aknuckle joined lightweight power and traction system, a steering system,and a lateral suspension and tipping system for the lightweight curveddump body.

BACKGROUND OF THE ART

Trucks built on the basis of a very strong structure of the chassistype, especially freight trucks such as high tonnage trucks, are verywell known. The structure of said trucks comprises a rigid axle or axlesmounted at the back and a front axle or axles mounted at the front,wherein front wheels turn about two vertical shafts located at the frontaxle ends of the truck.

In applications of trucks over 100 tons it is not possible to use adouble axle or back cross-member due to their huge gross weight thatprevents lateral gliding of the tires in the double cross-member whentaking curves; this makes driving on curves unsafe because the vehicletends to move on in a straight direction. For this reason, in this areathe prior art makes use of only six tires per vehicle, two on the frontaxle and four on the rear axle, limiting its payload capacity.

Trucks in the prior art are equipped with electric motors or other typesof motors only on the back wheels as it is unfeasible to mount electricmotors or motors of other types on the front wheels of the freightvehicle with the steering systems known, limiting in this way its powerand consequently, its payload capacity.

The maximum capacity obtained in freight trucks of the prior art islimited by the maximum weight that may be carried by the tires providedin the state of the art, and by the power that may be transmitted by thepower and traction systems developed to the present date. The maximumpayload a high tonnage truck may carry is given by the equation: Maximumtire and power system capacity (gvw) minus Empty weight of the truck ortare (evw). The truck with the greatest payload efficiency is that withthe highest (gvw evw)/evw ratio.

The maximum payload capacity offered by the state of the art is that ofa truck of the following characteristics:

gvw=568 tons.

evw=228 tons.

load=gvw−evw=340 tons.

(gvw−evw)/evw=1.49.

Thus, there is still in the area a need of freight trucks, and moreparticularly, of lighter high-tonnage freight trucks equipped with amore powerful system, that are more efficient, and that may be used foroff-road applications; they must also be provided of a greater number oftires in order to improve the payload capacity and lower the cost perhauled ton. For this reason, lighter power and traction systems areneeded to reduce transportation costs while preserving the safety andmaneuverability levels of the freight truck.

The truck of the present invention manages to avoid all theabovementioned disadvantages with the replacement of the traditionalchassis system for a knuckle joined lightweight, frameless power andtraction system.

In this area there is also a need for a dump tipping system that allowsto carry out a quicker and more efficient dumping of the materials infreight trucks, and avoids the traditional problems associated withdumping such as having to move from the lane followed during transportto another, forcing the operator to drive in reverse in order to dumpthe transported load from the back of the truck.

Finally, it is necessary to have lightweight dump bodies that increasepayload capacity and allow the implementation of said tipping system.The lightweight curved dump body further comprises a lightweightsuspension system that efficiently allows carrying out smooth loadingand dumping operations of the material carried in the lightweight curveddump.

SUMMARY OF THE INVENTION

The main purpose of this invention is to provide a high tonnage ultralight mining truck with a greater payload efficiency for off-roadapplications, built with frameless concept, that exhibits substantiallygreater benefits with regard to the costs associated per hauled ton, andwith regard to truck operation in earth moving applications in theconstruction of great public works, open-cast mining and undergroundmining. The truck of the present invention has a payload capacity up tothree times greater than that of similar trucks of the prior art. Theabove, in spite of the fact that the present mining truck makes use ofthe same components such as power, tires and hydraulic systems used inthe prior art, although said elements are presented in an arrangement orassembly different to what is taught or suggested in the prior art.

In addition to the body, the truck of the present invention comprises alightweight curved dump body and a knuckle joined lightweight power ortraction system with three or two rigid axles.

It will be evident for the experts in the art that, by properlycombining the elements that will be described hereinafter, it ispossible to assemble a truck that, in addition to the body and thelightweight curved dump body, comprises more than three rigid axles.

In the particular case of trucks provided of a system with three rigidaxles, this comprises at most two pairs of tires on each axle, that is 4tires per axle, with a maximum 12-tire arrangement in the truck.

In the particular case of trucks having a system with two rigid axles,this comprises at most two pairs of tires per axle, that is 4 tires peraxle, with a maximum 8-tire arrangement in the truck.

The system also permits the independent installation of electric,hydraulic or mechanic motors on each of the wheel pairs at the ends ofthe rigid axles in the system.

According to the above, in the particular case of the system with threerigid axles, it is possible to mount two motors selected from theelectric, hydraulic or mechanic type on each axle, resulting in anarrangement that consists of six motors of the electric, hydraulic ormechanic type mounted close to each of the six pairs of tires,respectively.

In another embodiment for the particular case of the system with threerigid axles, two motors selected from those of the electric, hydraulicor mechanic type may be mounted on two of the three axles, resulting ina disposition that consists of four motors of the electric, hydraulic ormechanic type, mounted close to each of the four pairs of tirescorresponding to each axle. That is,

-   -   two motors selected from those of the electric, hydraulic or        mechanic type, on the front axle of the truck and two motors        selected from those of the electric, hydraulic or mechanic type,        on the rear axle of the truck, or    -   two motors selected from those of the electric, hydraulic or        mechanic type, on the front axle of the truck and two motors        selected from those of the electric, hydraulic or mechanic type,        on the central axle of the truck, or    -   two motors selected from those of the electric, hydraulic or        mechanic type on the central axle of the truck and two motors        selected from those of the electric, hydraulic or mechanic type,        on the rear axle of the truck.

In another embodiment for the particular case of the system with threerigid axles, two motors selected from those of the electric, hydraulicor mechanic type, may be mounted on one of the three axles, resulting inan arrangement that consists of two motors selected from the electric,hydraulic or mechanic type mounted close to each of the two pairs oftires corresponding to the axle. That is,

-   -   two motors selected from those of the electric, hydraulic or        mechanic type, on the front axle of the truck; or    -   two motors selected from those of the electric, hydraulic or        mechanic type, on the central axle of the truck; or    -   two motors selected from those of the electric, hydraulic or        mechanic type, on the rear axle of the truck.

In the case of the system with two rigid axles, two motors selected fromthose of the electric, hydraulic or mechanic type may be mounted on eachaxle, resulting in an arrangement that consists of four motors of theelectric, hydraulic or mechanic type, mounted close to each pair of thefour pairs of tires, respectively.

In another embodiment for the particular case of the system with tworigid axles, two motors of the electric, hydraulic or mechanic type, maybe placed on one of the two axles, resulting in an arrangement thatconsists of two motors selected from those of the electric, hydraulic ormechanic type, mounted close to each of the two pair of tirescorresponding to the axle. That is,

-   -   two motors selected from those of the electric, hydraulic or        mechanic type, on the front axle of the truck; or    -   two motors selected from those of the electric, hydraulic or        mechanic type, on the rear axle of the truck.

One or more power modules selected from those of the diesel-electrictype, diesel-hydraulic type or diesel-pneumatic type energize the motorsselected from those of the electric, hydraulic or mechanic type in thesystem.

Preferably, two or more power modules selected from those of thediesel-electric, diesel-hydraulic or diesel-mechanic type energize themotors selected from those of the electric, hydraulic or mechanic type.Said power modules are located at the front end of the truck, or at therear end of the truck or at each end of the truck, as it may correspond.

Preferably, in the cases of systems with three rigid axles as well as ofthose with two rigid axles, said motors selected from those of theelectric, hydraulic or mechanic type are located close to each pair oftires, said motors being energized by two power modules selected fromthose of the diesel-electric, diesel-hydraulic or diesel-mechanic type,mounted at the front end of the truck and at the rear end of the truck,respectively.

In the case of the truck with a lightweight power and traction systemand three rigid axles, said axles are joined to the others by a knucklejoint system that consists of two very light symmetric structures, eachformed by four tubular bars, joined to the central axle by means of twopins that allow rotation, and fixing the two structures to two verticalrotary plates located at both sides of the central axle and to fourhorizontal rotary plates, two of which are placed on the front axle, oneon top of the central portion and the other at the bottom of the centralportion, and two of which are placed on the rear axle, one on top of thecentral portion and the other at the bottom of the central portion. Thisconfiguration prevents the occurrence of torques and bending momentsgenerated by the load and the unevenness of the road. Said configurationpermits as well to form the freight vehicle steering system by rotatingthe two axles of the ends at equal angles but in an opposite direction.Four hydraulic cylinders, two that rotate the front axle and two thatrotate the rear axle at equal but opposite angles accomplish thisrotation.

In another preferred embodiment, the mining truck may comprise two rigidaxles, said rigid axles being joined to each other by a knuckle jointsystem that consists of two very light symmetric structures, each formedby four tubular bars that are joined to a rotary vertical plate in thecenter, a rotary plate located on top of the central portion and anotherrotary plate located at the bottom of the central portion on the frontaxle as well as on the rear axle, that form the knuckle joint; thisprevents torque generation due to load and unevenness of the road.Moreover, said structures permit to form the mining truck steeringsystem with two rigid axles, actuated in the same way as in the case ofthree rigid axles.

It will be evident for an expert in the art that the above describedmining truck may be modified to incorporate in addition a series ofreinforcements that allow the system to resist or support the load towhich it will be subjected, a load that otherwise is variable anddepends on the application of the vehicle comprising the present system.Therefore, it is intended that every modification in this or in asimilar sense shall be included within the scope of the presentinvention.

The mining truck of the present invention further comprises a steeringsystem that operates to rotate the end axles, either in the truck withthree rigid axles or in the truck with two rigid axles, at equal butopposite angles, allowing the vehicle to turn without a lateral glidingof the wheels; this minimizes tire wear and also permits an accurate andsafe steering.

Another purpose of the present invention is a mining truck thatincorporates a knuckle joint lightweight power and traction systemcomprised of two or three rigid axles.

The present invention preferably refers to a mining truck comprised ofthree rigid axles, with a fixed central axle and rotary end axles that,in addition, is extremely light and permits to reduce transportationcosts in about 40%, although using the same power and transmissionsystems and the same tires known to the present but assembled orarranged differently to those taught or suggested in the prior art.

The load ratio in this particular case of three rigid axles is:(GVW−EVW/EVW=1140 t−220 t)/240 t=3.83. This ratio of load to emptyweight of the truck is 2.6 times greater than that obtainable in theprior art.

Another purpose of the present invention is a mining truck thatincorporates a knuckle joined lightweight power and traction system withtwo rigid and rotary axles, this vehicle being extremely lightweight andpermitting to reduce transportation costs in about 30% using the samepower and transmission systems and the same tires known to the presentdate but assembled or arranged differently to what is taught orsuggested in the prior art.

In this particular case of two rigid axles the load ratio is(GVW−EVW)/EVW=(780 t−180 t)/180 t=3.33. This ratio of load to emptyweight of the truck is 2.2 times greater than that obtainable in thestate of the art.

The mining truck of the present application also comprises a lightweightcurved dump body built from two or three cylindrical steel sectionsjoined at an angle that form the container, this dump body comprisingtwo sections when the truck exhibits a structure with two rigid axles,and the dump body comprising three sections when the truck exhibits astructure with three rigid axles.

The lightweight curved dump body rests on a system that consists,respectively, of two or three transverse structures mounted on the rigidaxles, this number depending on the provision of two or three rigidaxles in the truck, mounted on said rigid axles by means of a slidingcentral pin and two pneumatic-hydraulic cylinders or helical springs atthe ends.

The lightweight curved dump body also incorporates a suspension systemcomprised of a plurality of pneumatic-hydraulic cylinders or helicalsprings that are mounted between the transverse beds and the rigidaxles, and a sliding central pin that acts as a guide of the system.Particularly, the lightweight curved dump body incorporates a suspensionsystem that consists of two or three transverse beds mounted on the twoor three rigid axles, respectively.

In this way, the load is transferred from the lightweight curved dumpbody directly to the ground through each rigid axle, eliminating therequirement of a chassis. In the particular case of the knuckle joinedlightweight power and traction system with two or three rigid axles, theload is transferred directly to the ground through the two or threerigid axles, respectively.

The truck of the present invention further comprises a side tippingsystem for a lightweight curved dump body, which consists of two orthree hydraulic raising cylinders. The opposite portion of the dump bodyalso comprises the same number of rotary hinge-like supporting elements.

The high tonnage, ultra light mining truck with a greater payloadefficiency for off-road applications of the present invention may beselected, among others, from freight trucks to be used in every type ofmining applications, preferably large mining applications, andspecifically for hauling barren material and ore.

BRIEF DESCRIPTION OF THE FIGURES

FIG. 1 is a perspective view from an upper angle of a preferredembodiment of the mining truck with three rigid axles of the presentinvention, showing its left front portion.

FIG. 2 is a perspective view from an upper angle of a preferredembodiment of the mining truck of the present invention that illustratesa freight vehicle with three rigid axles, showing its right rearportion.

FIG. 3 is a perspective view from an upper angle of a preferredembodiment of the mining truck with three rigid axles of the presentinvention, showing its right front portion.

FIG. 4 is a perspective view from an upper angle of a preferredembodiment of the mining truck with three rigid axles of the presentinvention that shows its right front portion, turning to the left andshowing the three raising cylinders of the lightweight curved dump bodyfor the tipping action.

FIG. 5 is a perspective view from an upper angle of a preferredembodiment of the mining truck with three rigid axles of the presentinvention, showing its left front portion and turning to the left.

FIG. 6 is a perspective view from an upper angle of a preferredembodiment of the mining truck with three rigid axles of the presentinvention, showing its right front portion and performing a tippingaction or load dumping.

FIG. 7 is a perspective view from an upper angle of a preferredembodiment of the mining truck with three rigid axles of the presentinvention, omitting the lightweight curved dump and showing the axleconnecting structure.

FIG. 8 is a perspective view from an upper angle of a preferredembodiment of the mining truck with three rigid axles of the presentinvention, omitting the lightweight curved dump body and showing theknuckle joints of the axle connecting structure.

FIG. 9A is a front view of a preferred embodiment of the mining truckwith three rigid axles of the present invention.

FIG. 9B is a side view of a preferred embodiment of the mining truckwith three rigid axles of the present invention.

FIG. 9C is a bottom view of a preferred embodiment of the mining truckwith three rigid axles of the present invention.

FIG. 10A is a front view of a preferred embodiment of the mining truckwith three rigid axles of the present invention, turning to the left.

FIG. 10B is a side view of a preferred embodiment of the mining truckwith three rigid axles of the present invention, turning to the left.

FIG. 10C is a bottom view of a preferred embodiment of the mining truckwith three rigid axles of the present invention, turning to the left.

FIG. 11A is a front view of a preferred embodiment of the mining truckwith three rigid axles of the present invention, performing a tippingaction.

FIG. 11B is a side view of a preferred embodiment of the mining truckwith three rigid axles of the present invention, performing a tippingaction.

FIG. 11C is a bottom view of a preferred embodiment of the mining truckwith three rigid axles of the present invention, performing a tippingaction.

FIG. 12A is a front view of a preferred embodiment of the mining truckwith three rigid axles of the present invention omitting the lightweightcurved dump body and showing the configuration of the axle connectingstructure in the mining truck.

FIG. 12B is a top view of a preferred embodiment of the mining truckwith three rigid axles of the present invention omitting the lightweightcurved dump body and showing the configuration of the axle connectingstructure in the mining truck.

FIG. 12C is a side view of a preferred embodiment of the mining truckwith three rigid axles of the present invention omitting the lightweightcurved dump body and showing the configuration of the axle connectingstructure in the mining truck.

FIG. 12D is a bottom view of a preferred embodiment of the mining truckwith three rigid axles of the present invention omitting the lightweightcurved dump body and showing the configuration of the axle connectingstructure in the mining truck.

FIG. 13 is a perspective view from a lower angle of a preferredembodiment of the mining truck with three rigid axles of the presentinvention, showing its left rear portion.

FIG. 14 is a perspective view from an upper angle of a preferredembodiment of the mining truck with three rigid axles of the presentinvention, showing in exploded view the elements that make up theknuckle joined lightweight power and traction system, the steeringsystem and the suspension system, at the front portion of the miningtruck.

FIG. 15 is a perspective view from a lower angle of a preferredembodiment of the mining truck with three rigid axles of the presentinvention, showing in exploded view the parts compounding the elementsthat make up the knuckle joined lightweight power and traction system,the steering system and the suspension system, at the front portion ofthe mining truck.

FIG. 16 is a perspective view from an upper angle of a preferredembodiment of the mining truck with three rigid axles of the presentinvention, showing in exploded view the parts compounding the elementsthat make up the knuckle joined lightweight power and traction system,the steering system and the suspension system, at the front portion ofthe mining truck.

FIG. 17 is a perspective view from a side angle of a preferredembodiment of the mining truck with three rigid axles of the presentinvention, showing in exploded view the parts compounding the elementsthat make up the knuckle joined lightweight power and traction system,the steering system and the suspension system, at the front portion ofthe mining truck.

FIG. 18 is a perspective view from a side angle of a preferredembodiment of the mining truck with three rigid axles of the presentinvention, showing in exploded view the parts compounding the elementsthat make up the knuckle joined lightweight power and traction system,the steering system and the suspension system, at the middle portion ofthe mining truck.

FIG. 19 is a perspective view from a side angle of a preferredembodiment of the mining truck with three rigid axles of the presentinvention, showing in exploded view the parts compounding the elementsthat make up the knuckle joined lightweight power and traction system,the steering system and the suspension system, at the rear portion ofthe mining truck.

FIG. 20 is a perspective view from a side angle of a preferredembodiment of the mining truck with three rigid axles of the presentinvention, showing in exploded view the parts compounding the elementsthat make up the knuckle joined lightweight power and traction system,the steering system and the suspension system, at the rear portion ofthe mining truck.

FIG. 21 is a perspective view from a lower angle of a preferredembodiment of the mining truck with three rigid axles of the presentinvention, showing in an assembled view the parts compounding theelements that make up the knuckle joined lightweight power and tractionsystem, the steering system and the suspension system, at the rearportion of the mining truck.

FIG. 22 is a perspective view from a front angle of a preferredembodiment of the mining truck with three rigid axles of the presentinvention, showing in exploded view of the parts compounding theelements that make up the knuckle joined lightweight power and tractionsystem, the steering system and the suspension system, and the dump bodyin the mining truck.

FIG. 23 is a perspective view from an upper angle of a preferredembodiment of the mining truck with two rigid axles of the presentinvention that shows its left front portion.

FIG. 24 is a perspective view from an upper angle of a preferredembodiment of the mining truck with two rigid axles of the presentinvention that shows its right rear portion.

FIG. 25 is a perspective view from an upper angle of a preferredembodiment of the mining truck with two rigid axles of the presentinvention that shows its right front portion.

FIG. 26 is a perspective view from an upper angle of a preferredembodiment of the mining truck with two rigid axles of the presentinvention that shows its right rear portion, turning to the left.

FIG. 27 is a perspective view from an upper angle of a preferredembodiment of the mining truck with two rigid axles of the presentinvention that shows its left front portion, turning to the left.

FIG. 28 is a perspective view from an upper angle of a preferredembodiment of the mining truck with two rigid axles of the presentinvention that shows its right front portion, dumping its load.

FIG. 29 is a perspective view from an upper angle of a preferredembodiment of the mining truck with two rigid axles of the presentinvention without the lightweight curved dump and showing the axleconnecting structure knuckle joints.

FIG. 30 is a perspective view from an upper angle of a preferredembodiment of the mining truck with two rigid axles of the presentinvention without the lightweight curved dump and showing knuckle jointrotation in the axle connecting structure.

FIG. 31A is a front view of a preferred embodiment of the mining truckwith two rigid axles of the present invention.

FIG. 31B is a side view of a preferred embodiment of the mining truckwith two rigid axles of the present invention.

FIG. 31C is a bottom view of a preferred embodiment of the mining truckwith two rigid axles of the present invention.

FIG. 32A is a front view of a preferred embodiment of the mining truckwith two rigid axles of the present invention, turning to the left.

FIG. 32B is a side view of a preferred embodiment of the mining truckwith two rigid axles of the present invention, turning to the left.

FIG. 32C is a bottom view of a preferred embodiment of the mining truckwith two rigid axles of the present invention, turning to the left.

FIG. 33A is a front view of a preferred embodiment of the mining truckwith two rigid axles of the present invention, carrying out a tippingaction.

FIG. 33B is a side view of a preferred embodiment of the mining truckwith two rigid axles of the present invention, carrying out a tippingaction.

FIG. 33C is a bottom view of a preferred embodiment of the mining truckwith two rigid axles of the present invention, carrying out a tippingaction.

FIG. 34A is a front view of a preferred embodiment of the mining truckwith two rigid axles of the present invention, without the lightweightcurved dump.

FIG. 34B is an upper view of a preferred embodiment of the mining truckwith two rigid axles of the present invention, without the lightweightcurved dump.

FIG. 34C is a side view of a preferred embodiment of the mining truckwith two rigid axles of the present invention.

FIG. 34D is a bottom view of a preferred embodiment of the mining truckwith two rigid axles of the present invention.

FIG. 35 is a perspective view from a lower angle of a preferredembodiment of the mining truck with two rigid axles of the presentinvention, showing in exploded view the elements that make up theknuckle joined lightweight power and traction system, the steeringsystem and the suspension system.

FIG. 36 is a perspective view from an upper angle of a preferredembodiment of the mining truck with two rigid axles of the presentinvention, showing in exploded view the elements that make up theknuckle joined lightweight power and traction system, the steeringsystem and the suspension system.

FIG. 37 is a perspective view from an upper angle of a preferredembodiment of the mining truck with two rigid axles of the presentinvention, showing in exploded view the elements that make up theknuckle joined lightweight power and traction system, the steeringsystem and the suspension system, at the rear portion of the miningtruck.

FIG. 38 is a perspective view from an upper angle of a preferredembodiment of the mining truck with two rigid axles of the presentinvention, showing in exploded view the elements that make up theknuckle joined lightweight power and traction system, the steeringsystem and the suspension system, at the front portion of the miningtruck.

FIG. 39 is a perspective view from an upper angle of a preferredembodiment of the mining truck with two rigid axles of the presentinvention, showing in a semi-exploded view the elements that make up theknuckle joined lightweight power and traction system, the steeringsystem and the suspension system, at the rear portion of the miningtruck.

FIG. 40 is a perspective view from an upper angle of a preferredembodiment of the mining truck with two rigid axles of the presentinvention, showing in exploded view the elements that make up theknuckle joined lightweight power and traction system, the steeringsystem and the suspension system, at the middle portion of the miningtruck.

FIG. 41 is a perspective view from a lower angle of a preferredembodiment of the mining truck with two rigid axles of the presentinvention, showing in exploded view the elements that make up theknuckle joined lightweight power and traction system, the steeringsystem and the suspension system, at the middle portion of the miningtruck.

FIG. 42 is a perspective view from a side angle of a preferredembodiment of the mining truck with two rigid axles of the presentinvention, showing in exploded view the parts comprising the elementsthat make up the knuckle joined lightweight power and traction system,the steering system and the suspension system, at the rear portion ofthe mining truck.

DETAILED DESCRIPTION OF THE INVENTION

The present invention refers to a more efficient high tonnage, ultralight mining truck for off-road applications that, in addition to abody, comprises a lightweight curved dump body and a knuckle joinedlightweight power and traction system comprising two or three rigidaxles.

In a preferred embodiment, the lightweight power and traction systemcomprises three rigid axles, wherein the central axle is fixed and thetwo end axles are rotary with respect to vertical shafts that passthrough the center of the front and rear axles, forming the trucksteering system.

In addition, in said preferred embodiment the fixed central axle isconnected to the end axles by two lightweight symmetrical structuresknuckle joined to both sides of the central axle that prevent bendingmoments and torques and, therefore, eliminate the requirement of achassis.

With this knuckle joined lightweight power and traction system it ispossible to assemble a vehicle for all kinds of applications using thesame components of vehicles in the prior art, such as diesel motors,electric motors or hydraulic motors on wheels, tires and hydraulicsystems that are being used to the present moment, but the vehicle thatincorporates said system exhibits a greater payload capacity thanvehicles that use traditional systems of the prior art. For example, infreight vehicles for mining applications that incorporate this systemwith three rigid axles, payload capacity will at least be trebled. Thus,in the case of freight vehicles for mining applications, transportationcosts per hauled ton are reduced in about 40%.

Moreover, another characteristic of the vehicle equipped with a systemthat employs three rigid axles is that it makes possible to drive eachpair of tires on each axle with motors selected from those of theelectric, hydraulic or mechanic type, this being expressed in anincrease in the power transmitted to the ground through 12 tires (6pairs of tires). In the case of electric motors, both climbing speed andtransport efficiency of the truck are advantageously improved.

Furthermore, with the incorporation of the present lightweight powersystem, the steering system of the rigid axles at the ends allows toreduce the truck turning radius, considerably increasing itsmaneuverability and, although it is provided of three rigid axles, thereis no lateral gliding of the tires on the rear axles of the vehicle whentaking curves due to their geometric configuration, which permits a safeand precise steering of said vehicles, specially in high tonnage freighttrucks.

In another embodiment, the lightweight power and traction systemcomprises two rigid axles that are rotary with respect to verticalshafts that pass through the center of the front and rear axles, formingthe steering system of the truck. Moreover, in said embodiment alightweight symmetrical structure knuckle joined in the center, whichprevents torques, connects the two rigid axles eliminating therequirement of a chassis.

The system with two rigid axles permits to assemble a truck making useof the same components, such as diesel motors, electric motors onwheels, tires and hydraulic systems, that have been used in the priorart in applications of all kinds, but with a payload capacity abouttwice the capacity of vehicles for mining applications of the prior art,reducing the cost per total hauled load in about 30% in the case ofmining applications.

Moreover, and as an additional characteristic, due to the provision oftwo rigid axles, the present truck optionally allows to drive everywheel with motors selected from those of the electric, hydraulic ormechanic type, which in the case of electric motors is expressed in anincrease of the power transmitted to the ground through 8 tires,allowing to increase the truck climbing speed and transport efficiency.

Besides, the vehicle steering system permits to reduce the turningradius considerably improving its maneuverability, particularly forunderground mining applications as both axles are rotary.

The present invention refers to trucks that may be employed in all kindsof mining applications, preferably in large mining operations, andspecifically for the transport of both barren material and ore.

The present lightweight power and traction system permits to assemble afreight truck of up to 1000-ton capacity, using the same tires and thesame power systems of the prior art but in a different arrangement orassembly, thereby permitting a reduction in transport costs of more than30%.

The present lightweight power and traction system that comprises threerigid axles contributes two great benefits to the prior art.

The first benefit is that the truck where it is incorporated isextremely light in comparison with those of the prior art, allowing totransport a much bigger load using the same power. As an example, ifrequired to transport a 1000-ton load, it is necessary to use threetraditional trucks of the prior art, each of a 340-ton capacity with anempty weight of about 200 tons, so that in order to move a 1000-tonload, 600 tons of truck weight must be moved, implying a total grossweight of 1600 tons.

In addition, the lightweight power and traction system disclosed in thisapplication permits to assemble a 1000-ton capacity mining truck with anempty weight of about 250 tons, so that in order to move a 1000-ton loadit is necessary to move a total gross weight of only 1250 tons.

The second benefit is that the mining truck may be equipped with 12tires and two diesel-electric power modules, allowing to treble itspayload capacity with respect to the prior art and using only ⅔ of thepower, ⅔ of the tires and ⅓ of the operators, with a cost reduction permoved ton of more than 30%.

In turn, the lightweight power and traction system that comprises tworigid axles permits to assemble a mining truck of up to 600-ton capacityusing the same tires and the same power systems as in the prior art, butin a different arrangement or assembly that allows a reduction oftransport costs of about 30%.

This lightweight power and traction system that comprises two rigidaxles contributes two great benefits to the prior art.

The first is that this truck is extremely light in comparison with thoseof the prior art, allowing it to carry a much bigger load with the samepower. For example, if required to transport a 600-ton load, it isnecessary to use two trucks of the prior art, each with an empty weightof about 200 tons; therefore, in order to move a 600-ton load it isnecessary to move 400 tons of truck weight, which implies a total grossweight of 1000 tons.

This new concept permits to assemble a 600-ton capacity truck with anempty weight of approximately 200 tons, so that in order to move a600-ton load it is necessary to move a total gross weight of only 800tons.

The second is that that this truck may be equipped with 8 tires and twodiesel-electric power modules, permitting to double its payload capacitywith respect to the prior art with only 80% of the power, ⅔ of the tiresand ⅔ of the operators, with a significant reduction of transport costs.

It is evident to an expert in the art that the above described miningtruck may be modified to include other power means, other types ofmotors or traction means, or it may additionally incorporate a series ofreinforcements that allow the system to resist or support the load towhich it will be subjected, load that is variable and depends on theapplication of the vehicle that comprises the present system. For thisreason, every modification in this sense, or similar is within the scopeof the present invention.

1. A high tonnage, ultra light mining truck with a greater loadefficiency for off-road applications that comprises a body, a knucklejoined lightweight power and traction system comprising: a first rotaryrigid axle and a second rotary rigid axle, that are joined to each otherby a lightweight symmetrical structure knuckle joined about a horizontallongitudinal shaft, wherein the first rotary rigid axle rotates about afirst vertical shaft and the second rotary rigid axle rotates about asecond vertical shaft to form a vehicle steering system; and alightweight curved dump body.
 2. The truck of claim 1, wherein saidlightweight symmetric structure comprises four tubular bars joined to arotary vertical plate in a center, a rotary plate located on top of acentral portion, and another rotary plate located at a bottom of thecentral portion and on both a front one of the axles and on a rear oneof the axles that form a knuckle joint, the lightweight symmetricstructure further comprising four hydraulic cylinders, two of thehydraulic cylinders that rotate the front axle and two of the hydrauliccylinders that rotate the rear axle at equal but opposite angles.
 3. Themining truck according to claim 1, comprising one or morediesel-electric power modules, at a front end, at a rear end or at boththe front and rear ends.
 4. The mining truck according to claim 1,comprising one or more diesel-hydraulic power modules, at a front end,at a rear end or at both the front and rear ends.
 5. The mining truckaccording to claim 1, further comprising one or more diesel-mechanicpower modules, at a front end, at a rear end or at both the front andrear ends.
 6. The mining truck according to claim 2, further comprisingone or more diesel-electric power modules, at a front end, at a rear endor at both the front and rear ends.
 7. The mining truck according toclaim 2, further comprising one or more diesel-hydraulic power modules,at a front end, at a rear end or at both the front and rear ends.
 8. Themining truck according to claim 2, further comprising one or morediesel-mechanic power modules, at a front end, at a rear end or at boththe front and rear ends.
 9. The mining truck according to any of claims1, 2, 3 or 6, further comprising one or more electric motors on at leastone axle.
 10. The mining truck according to any of claims 1, 2, 4 or 7,further comprising one or more hydraulic motors on at least one axle.11. The mining truck according to any of claims 1, 2, 5 or 8, furthercomprising one or more mechanic motors on at least one axle.
 12. Themining truck according to claim 1, wherein the lightweight curved dumpbody has two cylindrical steel sections joined at an angle to form acontainer.
 13. The mining truck according to claim 1, wherein thelightweight curved dump body further comprises a two-cylinder suspensionsystem mounted on the two rigid axles by means of a central sliding pinand two pneumatic-hydraulic cylinders or helical springs.
 14. The miningtruck according to claim 1, further comprising a side tipping system fora lightweight curved dump body with two lateral raising cylindersconsisting of two pistons and two supporting elements in an oppositeface.